DelDOT: NO to Shared Zone signage on Creek Road

Creek Road on a recent winter's day

Sadly, DelDOT has denied Advocate's pleas for Shared Zone signage on Creek Road. Creek Road is a historic, narrow, 2-lane, unimproved rural route that extends from Newark through the White Clay Creek Valley. It is especially rich with pedestrian and bicycling activity just north of Newark, given University of Delaware's vast student population. It was abandoned for auto use starting about 0.8 miles south of Wedgewood Road, as much of the asphalt collapsed into the White Clay Creek, but enough width remains for dedicated trail use.

Creek Road is not actually a road; though rural, it qualifies as a Street and shared-use path (Pomeroy Trail) system. Upon our initial ask, Delaware State Parks eagerly embraced the idea and installed Shared Zone signs on DSP-managed roads open to automobiles. However, despite Creek Road having the highest mode-share by far, DelDOT wouldn't allow it. In a response from a DelDOT spokesperson:

DelDOT has implemented the low stress bikeway practices and designs. The Newark Bikeways signs was collaboration between Bike Newark, Wilmapco, Delaware Greenways, City of Newark and DelDOT. Traffic’s view is that this portion of Creek Rd is dedicated to highlight the low stress Newark Bikeway as far as signage is concerned. We don’t recommend any additional signage at this time. We can engage the City of Newark to see if they would like to include any in their limits along Creek Rd.

Traffic Studies also worked with Captain McDerby and Park Superintendent Lee with the posting of additional 25 mph speed limit signs. They stated it is a huge help with providing pedestrian, bike safety on this road for visitors entering White Clay Creek State Park.  

Sure, speed limit signs where before there were none helps. But DelDOT is citing the small, brown, relatively inconspicuous "Low Stress Bikeway" sign as adequate. We disagree, especially since bikes are the minority of  non-motorized users, and cars -- many speeding -- are expected to mix with majority walkers, hikers, runners etc.

Delaware is ranked the most dangerous State to bike in, and consistently ranks top 3 in pedestrian fatalities. As of March 1, 4 bicyclists have already been killed in Delaware. At this rate it'll be 24 for the year -- annihilating past (annual per-capita) totals of any State. To make matters worse, Delaware has no Statewide advocacy organization fighting in the interests of bike/ped safety.

If DelDOT is so mired in regulations that they cannot make this simple improvement, then they must develop, test and approve a similar custom sign for Delaware's MUTCD (traffic devices manual pdf). Advocates have offered to help, similar to the W11-1-DE project, but DelDOT has declined to answer.

When common sense is defied in such a manner, we cannot help but question the State's sincerity in terms of non-motorized encouragement and safety, climate mitigation and the greater good. Let's hope things change, and that DelDOT engineers and planners are given more autonomy to create safe streets environments.

Shared Zone implemented throughout White Clay Creek State Park -- except on Creek Road where it's needed most.

Delaware on track to smash 2021 crash fatals

First 2 months of 2022. Multi-year sampling periods confirm the

trend we are on. Click on image above for the latest numbers.

Statistically, Delaware is heading for a road safety disaster in 2022 - in particular New Castle County. Speeding, aggressive and distracted driving is rampant, with per-capita injuries and fatalities on pace to surpass even Florida. Despite strict laws to the contrary, many (if not most) offenders have a State-approved aftermarket and/or modified exhaust system. These behaviors account for why virtually nobody rides a bicycle for transportation or recreation -- even after 10 years of Complete Streets policy implementations.

There is virtually no pro-active law enforcement, particularly within Delaware's vast unincorporated zones. Police are few and far between, and spend most of their time answering 911 calls. An active and growing minority of drivers know this, as evidenced by the many vehicles now sporting fully tinted windows (also illegal). Even the City of Newark won't enforce the most deafening and disturbing of "loud mufflers". The lack of such basic government services has Delaware ranking criminally awful (CFPI), especially in matters of transparency. It is a top-5 worst State to live on several key socio-economic fronts, and consistently ranks as most dangerous to walk or ride a bicycle .

Mean Streets: designing cars like Dearth Vader

Our safety and quality of life is being destroyed right in front of our eyes; vehicle assault and violence is deafening our ears and ruining our health. County and State legislators offer token support, sometimes introducing bills that build on existing laws -- but these come up woefully short on enforcement. Organizations that claim to advocate for bicycling and connectivity have either given up on road safety or appear to be co-opted.

Minus a paradigm shift, and a mass conscience re-awakening toward the common good, things are only going to get worse. The suburbs, which comprises the vast majority of Delaware's built environment, are "entropy made visible", and will not be rescued unless we collectively change our thinking.

The above assaults are becoming more and more prevalent, even on Delaware's "quieter" neighborhood streets. We are trying to obtain 911 call data, that shows that this is among the most frequent emergency call types in New Castle County (stay tuned).

Above: "Bike Lane" on Red Mill Road in Ogletown. Authorities often question as to why so few people ride in Delaware, yet the answer is laid in rubber for all to see.

U.S. News & World Report: Delaware #1 Deadliest For Bicycling

... but a new report by StreetLight identifies the most dangerous states for cyclists by fatalities per capita and miles traveled, accounting for states where biking is more commonplace. By this definition, Delaware is the most dangerous state, followed by South Carolina and Florida, which has the most fatalities per capita. On the other side of the list, Massachusetts, New York and Illinois were among the safest states for cyclists. [Full Article ...]

Though shocking, this comes as no surprise really. Despite all the goodwill, and what appear numerous efforts to shore up safety, Delaware's #1 level of service (LOS) priority is still motor vehicles. This includes uninterupted travel at highest possible speed, inducing more and more demand with endless widening of roads, and providing parking craters at the expense of commons and place-making. Combined with infrastructure, retail and civil services that are anything but inviting and safe, almost nobody bikes for transportation in Delaware -- and the few that do are often times in grave danger. To make matters worse, we have a State's advocacy org that is corrupt and has little appetite to do anything meaningful about it.

In Massachusetts, for example, bike-ped crossing enforcement is taken very seriously -- and the results show. With few exceptions, cars begin stopping immediately when bicyclists or pedestrians approach a crossing facility. This sign (right) is but one tool in their toolbox. Instead, however, Bike Delaware quashed any efforts to move in this direction which included updating the vehicle code. Better enforcement with fines of up to $200 go a long way toward increased safety and respect of bicyclists and pedestrians. This, in turn, results in fewer injuries and fatalities, and promotes a culture of awareness and responsibility.

Zero enforcement: Delaware rounds out top 5 in Noise

Cross-posted from Bryan-Townsend.com

Time and time again, Delaware fails miserably when it comes to leadership and quality of life. Here is yet another measure reaching the top 5: Noise. This study only crunched some numbers, and cited statistics, but it failed to include other factors such as law enforcement (level of, lack thereof). It didn't include the colossal failure by the State and its various Police agencies to penalize and/or prosecute for drag racing and modified vehicle exhaust systems. These include "fart can mufflers", straight pipes or other modified systems that vastly increases vehicle noise. For most residents living in New Castle County's suburbs, for example, even a half mile from the nearest arterial road can sound like track-side at a NASCAR event. Many people hear it inside their homes, even above their TV, especially on weekend nights. There is no police enforcement of this crime, so the offenders know they can get away with it. Often times, the decibel on acceleration is 120+ decibels, which if you're a pedestrian or bicyclist, is hurtful or damaging to the ear. This is assault, and 100% illegal according to Delaware law, in multiple code sections (HERE & HERE). Yet, as expected, it gets a free pass by Townsend and cohorts.

Where is Senator Townsend on this? Nowhere, that's where. He would rather pass a bill to criminalize snow on car rooftops, that may happen a few times each Winter. On the other hand, oppressive and painful vehicle noise from non-standard illegal exhaust systems goes FAR further in destroying the qualify of life, health and wellbeing of everyday Delawareans. Why doesn't Townsend and his Democrat-controlled legislature introduce a bill to step up prosecution of this deliberate and disgusting act by a small minority that hurts the clear majority, AND wildlife? Even the City of Newark and University Police won't enforce deafening vehicle noise, in an environment rich with walking and bicycling on or near the roads.

Senator Townsend, along with Rep Edward Osienski and NCC's Lisa Diller are the epitome of failed leadership. Not just in Delaware, but any State. Until we rise up and hold them accountable on issues like this, there will be no end to the corruption, in sight. Delaware is represented by the 4th most criminal State govt in the nation. Its residents have to act and vote with this in mind, in order to stop them.

Vehicle noise assault on a "complete street" in New Castle County, Delaware.

“If anyone walking along the sidewalk were to make deafening noises, spew poisonous gas into innocent faces, and threaten people with a deadly weapon, they would be arrested. Yet a few feet away, on the public roadway, it is considered normal behavior” ~Steve Stollman

Senator Jack Walsh obtains quotes for "20 is Plenty" in Delaware

Dear Senator Walsh,

In researching problems of speeding on neighborhood streets, there are Cities and States around the country that have come up with non-infrastructural solutions that quantifiably reduce speed. These involve flexibility in lowering speed limits by 5 (via unique signage and/or a campaign), or more effectively enforcing existing ones with better or more pronounced signage. Please review the following two PDFs of bills that were passed in 2 States: Washington and Oregon.

It has become clear that "everyone wants speed bumps"; that is the immediate answer anytime when asked for at a meeting. If so, then we have a serious problem in DE with speeding in residential areas. If a vocal resident is one of the lucky ones, the State sets out to measure 85th percentile, then they may issue a warrant if it exceeds 5 mph. Apparently, these asks are frequent, and costs high for installing speed bumps. And many are rejected even if there is a demonstrable speeding problem as in the case of Medley Drive.

As your constituent, would you consider writing a bill, perhaps combining the best of the two above, gather some co-sponsors and bring it to the floor for a vote? It may be tabled, or not pass the first time, but after repeated attempts, it might. Then, DelDOT would be free to try other calming means, e.g. signage, that is far less expensive than speed bumps, and could save lots of money and asphalt. We will attach a couple examples of such signs.

As an annual top-5 most deadly State in the U.S. for walking, we ask that you (and/or your Colleague Rep Bentz) consider writing and introducing such a bill, and if you will not, please explain why. Here is some additional reading on the subject (here and here).

Thank you very much, and we look forward to your reply.

Frank Warnock & Angela Connolly
www.ogletownresilience.org
---

Senator Jack Walsh responds:

Good Afternoon Mr. Warnock,

Thanks again for sending us those bills. We have completed an initial review with DelDOT and received a relative cost estimate that would be necessary if we were to change the residential speed limit from 25 MPH to 20 MPH statewide. The estimate ranges from approximately $550,000 to $1.1M for the installation of 2 signs per development since we maintain 1,501 developments statewide. This type of effort would involve fabrication and installation of over 3,000 signs at a minimum. However, the estimate doesn’t account for:

• Developments that have multiple access points or speed limit signs (some developments have as many as 4-5 access points, if not more).
• Speed limit signs co-posted with radar speed signs within developments.
• Roads within municipalities that are state or locally maintained, such as Wilmington, Newark, Dover, Rehoboth, Lewes, etc.

We have also discussed these bills with our colleagues, and we will continue to do so over the next few months. For the reasons listed above, however, we are not confident that we would be able to move legislation you proposed forward at this time.

However, we have asked for an estimate for a radar signs to be installed on Medley Dr. This will show drivers how fast they are going along with displaying the speed limit. We will review once receiving the estimate.

Have a nice day,

Jack J Walsh
State Senator 9th District
O: 302-744-4163
C: 302-660-6295

Editors note: Why isn't Bike Delaware working on this? Unfortunately, their record suggests they won't, given other priorities.

Bike-Ped Dead: 6 Solid Reasons For Delaware's Dismal Ranking

Even with a flashing beacon, motorists still have

the right of way to continue, at speed, through
DelDOT's crosswalks without penalty -- as long
as peds (and bikes) are side-lined and waiting.
This is a completely backwards approach.

Delaware is once again poised for a dismally high position -- if not taking the nation's top spot for walking fatalities again this year. Ditto for bicycling - in a runaway - but we will cover that in a future article. Here, in no particular order, we will examine what we believe are the top 6 reasons for why this is so and will likely never change:

1) Motor vehicle priority and right of way through crosswalks and intersections. Delaware gives motor vehicles priority and right of way through mid-block crosswalks and radial turns, and puts the onus on pedestrians to create his or her own opportunity to cross. This doesn't change even with DelDOT's flashing beacons installed at a few of them; peds are still sidelined, waiting to make the first move -- hoping cars will stop. In no way is this progressive or conducive to pedestrian safety.

The way it should be. With a little enforcement. Mass

sees far greater compliance using this simple sign than

DE will ever see using stick figures and beacons.

2) An antiquated traffic code for pedestrians. There are numerous discrepancies and problems that a complete overhaul of Delaware's vehicle code is LONG overdue. The language is so antiquated that it even includes a holiday as impacting where and how to enforce it, including "soliciting contributions shall not apply on the Saturday immediately prior to Father's Day". Advocates volunteered many hours of time and did an overhaul, presenting it in legislative bill form to Delaware's Pedestrian Council. Ultimately, the State's defacto walking advocacy org, Bike Delaware, infiltrated the Ped Council and quashed the effort.

Crosswalks through highway-speed kill zones.

3) Wide lanes, slip lanes, and unregulated radial turns that induce high speed and discourage defensive driving, even in known pedestrian hot spots. Instead of traditional crossroads, most of Delaware's suburban thoroughfares consist of radial turns to keep motor vehicles moving as quickly as possible through intersections. This seriously compromises pedestrian safety, since the beginning and end of the crosswalk is unregulated and never signalized. As they are induced to maintain speed, motorists seldom yield, and usually just barrel on through even when pedestrians are present. This is not at all conducive to pedestrian safety, and not only adds to the danger, it discourage walking in the first place.

Non-drivers will often create "goat paths", as

the State and its Counties will not seek out and

try and include these important connections
with area rehab & reconstruction projects.

4) Very few pathway facilities that make safe connections between existing communities, commerce, and civil services. Lack of connectivity in development codes, and an ignorance of livability concerns throughout most of Delaware's planning history have all but sealed the fate of its suburban dwellers. Bike Delaware at one time made mention that connectivity is their mission, which includes piecing together what few streets do connect to try and create low stress networks. But for the vast majority of disconnected and unincorporated suburbs, they have yet to demonstrate how interconnecting pathways can be added without violating private property rights and/or invoking imminent domain -- never mind the exorbitant costs involved. In the end, those walking and biking are inevitably forced out onto arterial roads and their high speed intersections to reach most destinations.

5) An apparently fraudulent "Advocacy" organization in Delaware that will not support reforms, including a bill proposal (see #2 above) to update the traffic code in the interest of safety. "Bike Delaware" lobbies for reforms with priority on new housing construction only, helping developers achieve density waivers. With the occasional bone thrown to seasoned cyclists, they can focus on builder's profits with advocacy for "TOD" (Transit Oriented Development) and have this slip by virtually unnoticed. They ignore even the simplest ideas for retrofitting the built environment and have no record of endorsing open space conservation and park opportunities. Virtually all of their efforts are focused on the more privileged areas of the State including Old New Castle, the home of their Exec Director himself. For the unincorporated and disenfranchised folks who lack open space, bike paths and/or regional park access from home, they have to settle for what's on offer. This includes the high speed arterial roads and highways discussed here, for pleasure activities such as biking, walking and jogging.

6) Very little police presence and law enforcement to begin with. It is no secret that the police in Delaware -- in particular State and County -- are either stretched way too thin or even working without a contract. In what's become a culture of "anything goes", progressive reforms that include, e.g. stronger crosswalk signage with actual fines posted will remain out of the question. Unless a rare sting, the police are never around to actually enforce it, except perhaps in court after an injury or fatality. It is not uncommon at all for residents in unincorporated areas to go weeks or months without seeing a squad car in their region. When everyone knows that they can stretch, bend or break even the most basic laws of civility and predictability, higher crash counts inevitably follow. While the actions of the pedestrian (or bicyclist) is always cited as contributing or not, a gross lack of defensive driving due to paltry driver education, no redundant education, and virtually no law enforcement is a far greater problem overall.

Summary: Though certainly not alone in this, Delaware's built environment is a microcosm of the death and carnage now accepted as "normal" in the U.S. -- normal by placing motor vehicle traffic at human scale. Earlier govt planners, engineers and architects foisted this upon us by trashing livability in favor of "Stroads" that incorporate driveways, streets, parking lots, etc as directly connected to highways. Post WW2 design should have included frontage, service, and ring roads, and other treatments that allow highways to stay just that: relatively uninterrupted carriage ways between larger destinations with ample walking-biking cross-through (tunnel under) opportunities. Now dangerous by design, the State and its Counties (along with their Advisers and Advocates) are unable or unwilling to provide the needed tools and coping strategies.

View the proposed updated Delaware Vehicle Code for Pedestrians in pdf format, that was quashed by Bike Delaware and the Delaware Pedestrian Council with no further discussion. It was crafted by using the best of language from progressive States, e.g. Washington, Oregon, Mass, etc where motorist's respect for non-motorized road users is visibly higher than in Delaware, and the statistics are there to back it.

View the 2018 pedestrian fatality statistics for the whole of the U.S. Delaware took a "rest" from the top 5 in 2018, but is set to return in 2019.

Read an article in Strong Towns comparing Streets, Roads, and "Stroads", and what we can do to eliminate the latter in favor of livable streets and communities.

Watch James Howard Kunstler on YouTube destroy the very notion of cars as human scale.

Delaware set for first place in pedestrian fatalities (again)

Why did Bike Delaware quash proposed reforms to the State's vehicle code in the interest of walking (and bicycling) safety?

What can we say, about Delaware's consistent ranking among the worst States in the U.S. when it comes to pedestrian fatalities? Unfortunately, 2017 will almost match 2015, when the State took the #1 spot per capita -- even beating Florida. Currently at 32 dead, that translates to 3.9 per 100,000 residents, and will likely get us there.

DelDOT is adding crosswalks, sidewalks, bike lanes, etc whenever possible, on a limited budget, usually during repave and reconstruction projects. But facilities can only do so much; Delaware has an enormous problem when it comes to aggressive and distracted driving. Most use "smart" phones behind the wheel --  and very few drive defensively. Law enforcement is weak to non-existent, mainly throughout the State's unincorporated zones (most of the State's suburbs). Combine that with some pedestrians who are wayward and/or wear "dark clothing" -- as the press loves to point out -- and that's what gives us this horrible distinction.

As most are now aware, the Advisory Council on Walkability and Pedestrian Awareness was created in October 2015 to begin addressing the issue. Unfortunately, little they propose will change anything; their main focus is reigning in careless pedestrian behavior. Without stepping up vehicle law enforcement, too many drivers will continue to speed, act with aggression and intolerance, share attention on the road with their "smart" phone, and fail to account for vulnerable road users. As a result, they see them when it's too late. According to every national study ever conducted on the subject, use of phones while driving is the equivalent of  DWI -- yet even texting is readily dismissed by law enforcement as a societal norm. This gross disparity is where most of the problem lies.

Shortly after its inception, the ACWPA was gifted a historic opportunity to reform Delaware's vehicle code for the purpose of pedestrian safety. On Christmas Eve, 2015, Amy Wilburn (former Chair of the Delaware Bicycle Council) and Frank Warnock sat together at Friendly's Restaurant and crafted language for a Senate bill. They did not re-invent the wheel; they merely borrowed language found in States ranking far higher than Delaware, including those at the top like Massachusetts and Oregon.

For reasons we'll never understand, the Council handed Bike Delaware control of a subcommittee that ultimately quashed any notion of changing the law. Passage of the "Pedestrian Bill", as it was referred to, would have been just the shake-up Delaware needed to put the focus on pedestrian safety and motorist's behavior around them. Instead, they thought it best to go on victim blaming,  and to better accommodate bad driver behavior. Until that changes, we will continue to be the "1st deadliest State" in the nation where walking is concerned.

Finally, DelDOT's stubborn insistence on utilizing the 85th Percentile when setting speed limits is literally killing us. Too often, this method results in highway speeds that are permitted through zones rich in walking and bicycling activity, including residential, retail -- even in front of schools. By assuming that basically 85% are "good drivers", this too is a direct contributor to the problems outlined above.

In the years ahead, let's hope life overtakes the need for speed and saving scant seconds in every trip we take, regardless of transportation mode.

Drilling down on the Chestnut Hill "Preserve" TIS

Save the Orphanage Property (STOP) Advocates continue fielding questions from concerned New Castle County citizens over the Traffic Impact Study (TIS) for the Chestnut Hill "Preserve". Folks want to know why the Unified Development Code was disregarded in the approval of the project by the Dept of Land Use (DLU) and the NCC Council. As a result, only two steps remain before demolition and construction will begin; closing on the sale of the property with the developer (presumably Joseph Setting II, or involving his company), and then NCC issuing the building permits. According to Senator Bryan Townsend, closing is expected by the end of this week.

The way we see it, the developer will be doing this at their own peril. The TIS is flawed, with DelDOT's findings excluded in the scope. According to Vic Singer, this is irregular and inconsistent with County law:

Victor Singer (13 years former
Chair of NCC's Planning Board)

The area of influence, under UDC Section 40.11.124, needn't extend beyond the third intersection in any direction from any access/egress feature of the proposed development unless the Land Use Department and/or DelDOT expand the scope at the scoping meeting.

For the Chestnut Hill Preserve TIS, DelDOT did indeed add six intersections to the TIS scope, to include the Route 4 intersections with Salem Church Road and Library Avenue. And a 9/9/2016 DelDOT letter (with copies to the LU Department) reminds the TIS author of that addition and acknowledges the author's and DelDOT's finding that both above-mentioned intersections would be well into the "E" LOS range, and that no remedial system improvements are contemplated. (read Vic's full essay)

Here are the adjustments needed to fix the TIS:

It should also be noted that Vehicle Miles Traveled (VMT) was down significantly in 2010 due to the great recession, and gas prices were approaching $4/gallon. People were consolidating trips, using other means, and/or driving less in general. If these intersections were a grade "E" in LOS in 2010, it's a virtual certainty that they're an "F" now (for a simple chart showing each grade and the delays involved, open the CMS report and turn to page 3).


As seen in this FHWA trend above, national VMT dropped significantly in 2010. The result was gasoline "demand destruction", which triggered a surplus resulting in the record low (adjusted for inflation) pump prices we are seeing today. VMT since returned to where it left off, and has continued to new record highs.

Above: This interactive map, courtesy of Wilmapco, clearly illustrates Vic's allegation. If we examine the SR4-Salem Church Rd intersection alone, we see an "E" grade fail in 2010 (ditto for SR72-Library Ave). The odds are overwhelming that it would score an "F" if measured today, in 2017. Not that it makes a whole lot of difference, since both letters are a fail and come under the same UDC rules. But it does show how dire the situation is out on SR4, a hospital corridor and evacuation route no less.

Let's hope that God's kindness, love of thy neighbor, charitable giving, and just plain sanity will lead to the Felician Sisters canceling whatever deal is pending with the developers, and go with a NCC/State offer instead. For a whole host of reasons too numerous to mention but thoroughly documented on this website, the correct use of the Orphanage Property is within the public realm, as a regional park.

Editorial: Don't let traffic overwhelm New Castle County

Hat tip to Matt Albright of the Wilmington News Journal, for his willingness to post our editorial in Delaware On-Line today. It is planned to be the feature "DE Voice" column in Sunday's paper. In it, you will see the contrast of opinion to Richard Hall, General Manager of NCC's Dept of Land Use (DLU), who wrote this editorial on the same day. A paragraph from each best sums the difference in viewpoints:

Hall:
Current LOS standards consider only vehicular traffic.  Should incentives be considered for projects that include walking and bike paths, ride-sharing programs or shuttle service to transportation hubs?

Most millennial workers do not want to be tied to their cars. They want to live in mixed use communities, walking between home, work, shopping and entertainment. And those preferences extend to increasing numbers of retirees who want to live in places where they can “age in place,” where they do not need their cars to go out to eat, shop or visit their doctors.

Warnock:
This argument is flawed. While the statistics show that Millennials are rediscovering the cities and driving less than their parents – and we applaud that — the same cannot be said for the suburbs. Any conclusion to the contrary cannot be a valid excuse to weaken or eliminate vehicle level of service as a tool for controlling unnecessary development.

Mr Hall makes some good points. New Urbanism and the incorporation of multi-modal transport definitely has its place, and offers hope for the future. However, these projects are best suited to cities and more urban environments, where populations have tapered off or declined, and the infrastructure (connecting grid streets, traffic calming, effective transit, etc) is already in place and likely under-utilized. These are often referred to as "TOaDs", or, Transit Oriented Developments.

Developments designed to reduce car dependence are not, however, viable when surrounded by suburban sprawl, disconnected streets, non-existent sidewalks, and limited transit services. Most who live in Delaware's suburbs face this predicament, having little choice for even the shortest of trips. They either drive their car, or walk or bike out to a busy arterial road to reach needed services.

Seeing that the DLU is looking to use multi-modalism as a way to relax current Level of Service (LOS) requirements, we wrote the following email to Mr Hall today. We're asking for some study data and/or other facts concerning the success of TOaDs in the built suburban environment, as infill or destroying a region's last remaining open spaces:

Greetings, Richard,

I read your thoughtfully written editorial. We are wondering if you can supply us with any study data or known examples where TOaDs -- built as their own entities surrounded by typical, auto-dependent suburbs -- functioned even somewhat independently. We are looking for examples where these developments -- disconnected from surrounding communities -- still met expectations in terms of new urbanism/multi-modalism, reduced car ownership, and thus reduced or eliminated impacts on roadway/intersection LOS.

As a big supporter of New Urbanism concepts, and someone who bicycles for ~90% of my transportation needs, I am aware of this working out well in existing dense or urban environments. features like quality Transit, fully connected sidewalks, and calmer, grid-patterned streets are already underutilized or readily adapted for the purpose of multi-modalism.

The message we seem to be getting from the DLU, including at the panel discussion, is that such a concept can be readily applied to DE's vast suburbs without much loss of road system LOS.

Thank you so much and hope to hear from you soon.  --Frank Warnock

It has never been more apparent just how eager Delaware's developers and economists are to hobble NCC's Unified Development Code (UDC), and to stop advocates from using the TIS to limit or halt needless development. Their goal is to fast track their projects, with little or no regard for its impacts on the already overwhelmed roads and intersections that will serve it.

The idea that TOaDs can work in the suburbs as their own independent entity is laughable at best, yet this is the vision pursued by developer-friendly Bike Delaware. Virtually everyone who buys into these communities will still own a car, and will drive to their job, to Wal-Mart, to their doctor, and to everything else that can only be reached outside the development via arterial road.

The Chestnut Hill "Preserve" isn't even billed as a TOaD, yet the DLU all to eagerly relaxed the TIS by eliminating failed signalized intersections in the scope.

Let's hope sanity prevails, and the building permits for this project in its entirety are not issued.

Delaware slips to #7 in Bicycle Friendly States ranking

While still an honorable top 10 ranking with the League of American Bicyclists, Delaware's slip to #7 comes as no surprise.

Delaware drops a few spots this year, despite passing the Bicycle Friendly Delaware Act. This reflects the incongruity between Delaware’s federal data on ridership and safety and its recent efforts to improve bicycling. Federal data for Delaware shows that not many people bike to work and that Delaware is one of the 10 least safe states to bike. While the safety data in particular can be scrutinized because it does not account for recreational riders, these two data points comprise a significant headwind for this coastal state.

While many of Delaware’s roads were designed for high-speed car and truck traffic, neighborhoods were built as isolated communities. Delaware needs to focus on connectivity between neighborhoods, such as bikeway networks, so that walkers and bicyclists have safe and comfortable routes to destinations.

Below is a sampling of problem areas, with comments:

This undeserved high ranking comes as quite a surprise. While Delaware does have anti-distraction laws on the books, they are rarely if ever enforced. It is to the point that motorists are routinely seen holding the phones in clear view of other road users, including the unresponsive police. This behavior is far more obvious and dangerous to bicyclists and other vulnerable road users, with vehicles drifting in and out of shoulders and bike lanes, across lanes, and through stop signs and red lights, while drivers look down at their devices. The few of us that do bike must be totally vigilant, monitoring what goes on behind as much as what's ahead, and adjusting our line in defense. Until Delaware begins strictly penalizing motorists for reckless endangerment and putting other's lives in danger, it will be extremely difficult to increase bicycling mode share.

The Guardian published an excellent article, with this brilliant follow-up to our original post Why bicycle mode share is less than 1%. There are several reasons why bicycling is stuck at 0.2% of mode share, and the big push to fund separate infrastructure does not guarantee any tangible increase. Rock bottom gas prices reduce the incentive, while monster pick-up trucks, hulking SUVs and a return to the 70s muscle car era all contribute to the meanest of streets.

Driver education is all but worthless unless testing is redundant, i.e. a re-test with every re-registration or at the very least, license renewal. As it stands now, DMV won't even distribute multi-modal educational materials or post PSAs. Once a juvenile receives their license for the first time, everything they've learned at DMV is all but forgotten within the first year or two. Like most everyone else, they start using their smart phones behind the wheel, and making up the laws as it suits them. Defensive driving also falls at the wayside -- very few Delaware motorists drive defensively.

Bike Delaware's 15/15 ranking reflects just how out of touch the League of American Bicyclists (LAB) is with advocacy in our State. Bike Delaware has a proven track record of non-support and even undermining efforts at road bicycling infrastructure, education and enforcement. With a pro-development Executive Director, it's obvious why; the very notion that we can retrofit the built environment is a threat to TOaD (transit oriented development) and non-motorized pathways connectivity "for everyone". The organization has their followers believing that this can happen, even throughout New Castle County's auto-dependent suburbs.

A significant part of any plan is shoring up the legal code with legislation. A Pedestrian Council subcommittee, under the direction of Bike Delaware's James Wilson, thwarted an attempt at a major overhaul of the State's vehicle code. The bill had legislator support and would have significantly increased pedestrian's rights and safety under the law. It also would have defined the laws of movement for bicyclists on pathways, and placed more onus on motorists to yield at intersection crossings.

Even with LAB's vision of what makes a bicycle-friendly State (BFS), it will be difficult for Delaware to maintain a top-10 ranking -- never mind #1 -- unless we unite around a balanced and pragmatic approach to bicycle advocacy. LAB has been formally told on several occasions that serious problems exist with their sanctioned State organization, in that advocacy must focus almost exclusively on trails and pathways. We at 1st State Bikes prefer a more balanced and inclusive approach, one that recognizes that there are many different bicyclists, but that all deserve access to facilities that accommodate each cyclist's unique needs, whether they ride for recreation, transportation, or both.

How can we "retrofit" the suburbs?

While Stevenage England has demonstrated that even the best of separated networks is no guarantee for "build it and they will come", multi-modal safety should still be top priority in any civilized society. The chance to enrich one's community, care for the environment, and live sustainably must be put in the hands of the people, regardless how they choose to travel. That is a moral imperative.

Again, relative to other States, DelDOT has made enormous strides in this area, in spite of a challenging budget. They know that, in spite of the numbers, many people do in fact bike for many different reasons -- not just transportation. They realize we have an indigent population whose only transportation is the bicycle. They know that many fitness and recreational clubs exist, and they sponsor rides whose only arena is the public roads. They understand that folks are out there now trying to consolidate trips and reduce or eliminate auto usage in favor of more Earth-friendly means of transport. Then there are the economic benefits that bicycling brings to the State, and its role in building local and regional economies. Governor Markell famously embraced bicycling, knowing full well that our future depends on making Delaware more attractive for education and commerce. Finally, there are the grim statistics that place Delaware as a consistent top 10 in bike/ped fatalities, and the dire need to improve safety.

Above: As a case study, we took this Google Earth snip of the 4 Seasons (north of Glasgow) region of New Castle County, and traced out a crude bicycle-friendly network. The area enjoys excellent proximity to retail, employment, schools, dining, trails, parkland, and has several low stress connections to these features. If we really wanted a test case for "retrofitting the suburbs" in Delaware, there may not be a better place to try it out at reasonable cost.

Regardless of what has been achieved in terms of road paint, signage, and a few pathways projects, DelDOT can't do it all. As mentioned previously, making bicycling attractive takes a holistic approach, all of which can be found in the 6 "Es" of advocacy. This includes getting New Castle County on board, and having a pragmatic and effective State advocacy organization that is willing to work within the built environment. Sadly, both are lacking at this time.

Dutch dreams lie at the heart of Delaware's Advocacy dissidence

The Guardian pens a masterpiece, with this brilliant follow-up to our original post Why bicycle mode share is (and will remain) less than 1%. Excerpts:

"Squint at Stevenage’s extensive 1960s protected cycleway network and you could be in the Netherlands – except for the lack of people on bikes. So why did the New Town’s residents choose the motor car over the bicycle?

The town, 30 miles north of London, had wide, smooth cycleways next to its main roads which were separated from cars and pedestrians. There were well-lit, airy underpasses beneath roundabouts, and schools, workplaces and shops were all linked by protected cycleways.

Eric Claxton, the lead designer of post-war Stevenage, had believed that use of cycleways would be high if they were well built – originally thinking that Britain’s hostile road environment discouraged people from cycling.

Stevenage was compact, and Claxton assumed the provision of 12 ft-wide cycleways and 7 ft-wide pavements would encourage residents to walk and cycle. He had witnessed the high usage of Dutch cycleways, and he believed the same could be achieved in the UK.

But to Claxton’s puzzlement and eventual horror, residents of Stevenage chose to drive – even for journeys of two miles or less. Stevenage’s 1949 masterplan projected that 40% of the town’s residents would cycle each day, and just 16% would drive. The opposite happened.

Stevenage’s 2010 master plan complained that just 2.9% of the Stevenage population cycled to work, which was “much lower than might be expected given the level of infrastructure provision”.

The borough council’s cycle strategy – not updated since 2002 – conveys no doubt as to why cycle usage is so low: “Stevenage has a fast, high-capacity road system, which makes it easy to make journeys by car."

There are safe cycle routes from homes to schools, but today only a tiny proportion of Stevenage’s children cycle each day. Many are ferried to school by car, a situation that Claxton abhorred.

Despite all the best efforts of a chief designer with empathy for would-be cyclists, “build it and they will come” failed for people on bikes in Stevenage but worked for people in cars."

As long as driving remains cheap and easy, bicycling as a significant mode share will forever stay in the realm of fantasy. And even then, pump prices are exponentially higher in England than the U.S., where this lovely pathway network has been all but abandoned. Our case has been, and always will be that Advocates whose sole focus is on costly separated facilities -- as opposed to pragmatism -- are driving the divide that prevents a united bicycling advocacy front in Delaware. Read the full article.

Check out the Facebook page "Pragmatic Bicycle Drivers", where pragmatism in bicycling advocacy lives.

NTSB Report: The 85th Percentile rule is killing us

Advocates have been asking DelDOT for years to lower the speed limit on Route 4 in Ogletown, from 50 mph to 40, or at least 45 for a start. Despite several traffic studies showing speeds as high as 57 mph even in front of area schools including the Delaware School for the Deaf, they insist that the rule is well justified.

From Streetsblog -- Traffic deaths in the U.S. are mounting, reaching more than 40,000 last year, and, according to a recent draft report by the National Transportation Safety Board, speed is the overlooked factor.

The NTSB reported that speeding accounts for about 10,000 deaths a year -- as many as drunk driving. One of the agency’s key recommendation was to change the way streets are designed by reforming the “85th percentile rule,” a laissez faire approach that seeks to accommodate motorist behavior instead of engineering streets for safety.

It’s an argument that Randy LoBasso at the Bicycle Coalition of Greater Philadelphia has been making for a long time. Now that the NTSB report is vindicating advocates’ critique of the 85th percentile rule, he writes:

"The 85th Percentile idea, based on the 1964 “Solomon Curve” says speed limits should be set at what 85 percent of drivers think is healthy. It was created back when the highway system was still young, cars didn’t approach speeds as quickly as they do today, and we didn’t have the sort of statistics and research on traffic dangers we do today. [More . . . ]

Despite numerous residential, school, and retail zones that are rich with bike-ped activity, the speed limit on Route 4 in Ogletown/S. Newark remains posted at 50 mph. The 85th Percentile basically assumes that 85% of people are good drivers, and with that, sets it to their average speed. It's complete nonsense, because far less than 85% are truly good drivers. But more significantly, it fails to consider the safety of pedestrians, bicyclists, and other vulnerable road users.

Why bicycle mode share is (and will stay) less than 1%

I have always maintained that bicycle mode share in the U.S. will stay well below 1% of all trips as long as there's abundant and cheap gasoline. This superb article in The Guardian makes the case, brilliantly. In the early 1970s, existing high gas prices from declining U.S. production -- followed by the Arab Oil Embargo -- put prices and availability out of reach for most folks. For 3 years, bicycles sold like snow shovels on the eve of a storm; bicycle shops struggled to keep pace. Bicycling became widespread, and an accepted form of transportation.

Several brief excerpts from the article:

In 1973, 252 bicycle-oriented bills were introduced in 42 states. The Federal-Aid Highway Act of the same year provided $120m for bikeways over three years.

And hundreds of articles in the mainstream press demonstrated that there was an alternative. If National Geographic was to publish a spread today similar to the one from 1973 it would likely have glossy adverts from the likes of Cannondale, Specialized and Trek, America’s leading homegrown bicycle brands. The three were founded during the boom years

US bicycle sales, which had been rolling along at 6 million a year, shot up to 9 million in 1971, 14 million in 1972 and 15.3 million the following year, according to a Bank of America report.

The bike had turned out to be the hula hoop of the 1970s: all the rage one minute, all but forgotten the next. Bike sales in the US fell by half within months. Despite the obvious flip to cycling in America from the 1973 Opec oil crisis – when fuel was in short supply and getting around by car became expensive and, because of oil-saving speed restrictions, slower – cycling hadn’t changed the world.

The bike-friendly John Volpe left the Department of Transportation to become the US Ambassador to Italy. State highway planners reined back what had been grandiose bikeway plans. Bike shop lines thinned out to nothing. Bicycle manufacturers cancelled overseas orders.

In the words of the chairman of the Bicycle Manufacturing Association of America to a Senate committee in 1976: “The boom has turned into a bust.”  [Full article ...]

Unfortunately, we may not live to see this repeated, much less ingrained. Climate change (emissions) alone are not going to sway Americans to at least try other modes. Indications are, pump prices won't be increasing anytime soon, and even if they are, it won't be nearly enough to change driver behavior. The ability to extract vast amounts of oil from multiple sources, using advanced technologies such as "Fracking" can readily put the world in an oil glut. As such, and regardless of what some advocacy orgs like to think and preach, the prospect for bicycling as mainstream transportation in the U.S. will remain bleak.

STOP Final Survey Results

Early in the STOP campaign, an on-line survey was launched. The goal was to better understand the vision Ogletown residents have for the 170+ acre Orphanage Property should it be saved from the ravages of development. The results quickly rolled in, putting it past SurveyMonkey's complimentary user limit. Rather than pay the service charge and promote the survey beyond that, we decided to let it expire and use the data gathered from the first 100 results. We sincerely thank everyone who participated. Doing so showed faith in democratic ideals and principles; that the will of citizens -- not profiteering -- must be honored first and foremost by our govt leaders. We remain confident that they will come through for us in this manner, thereby saving the Orphanage Property as a regional park for all to enjoy.

DPM: Delaware wants to lead the peloton of bike friendly states

Anthony Aglio

Delaware is currently the nation’s third most bike friendly state, according to the League of American Bicyclists. But state officials aren’t satisfied with that ranking. So Delaware’s Department of Transportation is hosting a series of public meetings in late February to find out how it can make the state even more bike friendly.   

The workshops will be opening listening sessions, according to Anthony Aglio, a bicycle planning manager for DelDOT. “We’re trying to pull people in to ask them why they aren’t bicycling, what do they like about bicycling, how can we make it better for them?” he said.

The state has also created an online survey to learn about people’s cycling priorities. “Is it safety, is it convenience, is it access to schools?” Aglio said.

DelDOT will use the input from the meetings and surveys to determine if they should be building more bike lanes, trails or safe routes to schools.

DelDOT will present a draft plan in another round of public meetings this fall. And then will use that input to craft a final plan to be released in early 2018. [Full article, including meeting details . . . ]

A lovely Sunday morning for Anthony Aglio, as he rides Route 9 en-route to Wilmington for the 2010 Delaware Bike Summit.  The Industrial Track Rail Trail, if completed, will (mostly) eliminate the need for non-motorized commuters to travel this normally congested, high speed corridor.